EP3224100B1 - Procédé et dispositif permettant de faire fonctionner plusieurs véhicules - Google Patents

Procédé et dispositif permettant de faire fonctionner plusieurs véhicules Download PDF

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Publication number
EP3224100B1
EP3224100B1 EP15787169.0A EP15787169A EP3224100B1 EP 3224100 B1 EP3224100 B1 EP 3224100B1 EP 15787169 A EP15787169 A EP 15787169A EP 3224100 B1 EP3224100 B1 EP 3224100B1
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EP
European Patent Office
Prior art keywords
vehicle
lead
vehicles
parking
target
Prior art date
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Application number
EP15787169.0A
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German (de)
English (en)
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EP3224100A1 (fr
Inventor
Stefan Nordbruch
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0297—Fleet control by controlling means in a control room
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B62D15/0285—Parking performed automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
    • G05D1/0238—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors
    • G05D1/024—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using obstacle or wall sensors in combination with a laser
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0295—Fleet control by at least one leading vehicle of the fleet
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/04—Detecting movement of traffic to be counted or controlled using optical or ultrasonic detectors
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/141—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces
    • G08G1/142—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces external to the vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/145—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas
    • G08G1/146—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas where the parking area is a limited parking space, e.g. parking garage, restricted space
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention relates to a method and a device for operating several vehicles.
  • the invention also relates to a computer program.
  • the disclosure document DE 10 2006 026 653 A1 shows an apparatus and a method for controlling a vehicle.
  • the disclosure document DE 10 2012 222 562 A1 shows a system for managed parking spaces for transferring a vehicle from a starting position to a target position.
  • JP 002007233771 A discloses a parking robot as a pilot guiding a vehicle to a parking lot. The vehicle follows the parking robber independently.
  • valet parking With fully automated (autonomous) so-called valet parking, a vehicle is parked by its driver at a delivery point, for example in front of a parking garage, and from there the vehicle drives itself to a parking position / parking space and back to the delivery point.
  • the object on which the invention is based can be seen in providing an efficient concept by means of which a vehicle can autonomously drive to a target position in a parking lot.
  • a parking system for vehicles comprising a parking lot and the device for operating a plurality of vehicles.
  • a computer program product which comprises program code for carrying out the method for operating a plurality of vehicles when the computer program is executed on a computer.
  • the invention thus includes, in particular and among other things, the idea that a vehicle as a guide vehicle drives or navigates autonomously in the parking lot, with another vehicle following this guide vehicle autonomously.
  • This has the technical advantage, for example, that the following vehicle, that is to say the second vehicle, does not have to have any knowledge of the parking lot, for example an infrastructure of the parking lot or a topography of the parking lot. It is sufficient for the second vehicle to follow the first vehicle as the lead vehicle so that the second vehicle can drive autonomously to its target position. In particular, it is sufficient here that the knowledge required for autonomous driving or navigation in the parking lot is available in the first vehicle, that is to say in the lead vehicle.
  • the second vehicle Since, as a rule, autonomous driving or navigation in a parking lot is technically complex, it is sufficient for the second vehicle to be technically simpler than the first vehicle in terms of autonomous driving or autonomous driving functionality. This is because the second vehicle only has to orientate itself towards the first vehicle and follow it. For this purpose, for example, an environment sensor system does not have to have such a large range of functions relative to the first vehicle that drives or navigates autonomously in the parking lot without such guidance by a vehicle. Can also be a Processing device for processing sensor data from an environment sensor system can be designed in a correspondingly less expensive and complex manner.
  • the second vehicle does not necessarily have to have the same range of functions as the first vehicle with regard to autonomous driving functionality. It is thus advantageously made possible, in particular, for vehicles which do not have a correspondingly large scope of functions with regard to autonomous driving functionality to still be able to autonomously reach a target position in a parking lot. According to the invention, they do this by following the lead vehicle. This guides the vehicle to its target position.
  • a parking lot in the sense of the present invention can also be referred to as a parking area and serves as a parking area for vehicles.
  • the parking lot thus in particular forms a contiguous area that has several parking spaces (in the case of a parking space on private land) or parking spaces (in the case of a parking space on public land).
  • the parking lot can be encompassed by a parking garage.
  • the parking lot is enclosed by a garage.
  • Autonomous in the context of the present invention means in particular that the vehicle (that is to say the first and the second vehicle) navigates or drives in the parking lot independently, that is to say without the intervention of a driver.
  • the vehicle drives independently in the parking lot without a driver having to control the vehicle or be in the vehicle.
  • Guiding includes in particular a transverse and / or longitudinal guidance of the vehicle.
  • Such an autonomously driving vehicle that can automatically park and leave parking spaces is referred to, for example, as an AVP vehicle.
  • AVP stands for "automatic valet parking” and can be translated as “automatic parking process”. Vehicles that do not have this AVP functionality are referred to as normal vehicles, for example.
  • the navigation data include the target position and a command that the guide vehicle should drive past the target position during its autonomous navigation.
  • the technical advantage has the effect that the lead vehicle will drive to the target position, so that the second vehicle will then also reach the target position. The first vehicle is therefore given the target position to which it should drive in the parking lot.
  • the navigation data include a target trajectory to be traveled including the target position.
  • the first vehicle is given a target trajectory to be traveled which includes the target position.
  • this has the technical advantage that, by following this target trajectory, the first vehicle will drive past the target position or drive to the target position. The first vehicle therefore no longer necessarily has to determine a trajectory itself that leads to the target position.
  • an optimized trajectory can be specified for the first vehicle. Namely optimized in such a way that, for example, a traffic flow in the parking lot can be optimized.
  • an operator of the parking lot has more knowledge about the flow of traffic in the parking lot than the vehicles themselves that are driving in the parking lot. Accordingly, the operator of the parking lot can optimize the flow of traffic by specifying a specific target trajectory for the lead vehicle.
  • a journey of at least one of the two vehicles is at least partially (preferably completely) monitored by means of a monitoring system external to the vehicle.
  • this has the technical advantage that problems that can occur while driving can be recognized. It is thus advantageously possible to react efficiently to an occurring problem. This in particular through adequate measures. These measures depend in particular on the specific problem that occurs.
  • the monitoring system comprises one or more video cameras and / or one or more radar sensors and / or one or more ultrasonic sensors and / or one or more lidar sensors and / or one or more laser sensors and / or one or more light barriers and / or one or more door opening sensors.
  • the monitoring system is used to monitor whether the second vehicle is following the lead vehicle without errors.
  • this has the technical advantage that in the event that the second vehicle no longer follows the lead vehicle without errors, intervention can be made and appropriate measures can be taken.
  • a stop signal to be sent either to the first or to the second or to both vehicles. The vehicles stop in response to the stop signal, thereby advantageously reducing the risk of a collision.
  • the stop signal is sent to the lead vehicle, it stops, the second vehicle then also stopping, provided it is oriented towards the lead vehicle. This is because the second vehicle has, in particular, at least one driving functionality to the extent that it stops automatically before it hits an obstacle, here the lead vehicle.
  • the monitoring system is used to monitor whether other objects in the parking lot interfere with the journey.
  • this has the technical advantage that it can be efficiently recognized whether other objects can interfere with the journey of the vehicles.
  • Other objects are, for example, other vehicles and / or people that, in particular, unplanned, interfere with the journey.
  • an exemplary measure can be that, analogously to the statements made above, a stop signal is sent to the vehicle or vehicles (that is to say the first, the second and / or the other vehicles). These vehicles stop in response to the stop signal. A collision risk can thus be reduced in an advantageous manner.
  • one embodiment provides, for example, that a warning announcement or a warning signal is output which is intended to signal that autonomously driving vehicles are in the vicinity of the people.
  • the persons can thus be warned in an advantageous manner and adapt their behavior accordingly, so that, for example, a collision risk can advantageously be reduced.
  • the monitoring system is used to monitor whether the lead vehicle is traveling to the target position. This brings about the technical advantage in particular that it can be recognized efficiently when the lead vehicle is not moving to the target position. In such a case, the second vehicle would not reach its target position either. Corresponding countermeasures can thus be taken. Similarly, a stop signal can also be sent to the vehicles here.
  • a correction target trajectory is transmitted to the leading vehicle, on the basis of which the leading vehicle can reach the target position. The lead vehicle can still get to the target position by following this compensation or correction trajectory despite its previously incorrect journey and thus also guide or lead the second vehicle to its target position.
  • a target parking trajectory is transmitted to the second vehicle via the communication network for parking in the target position, so that the second vehicle can park in the target position based on the target parking trajectory.
  • this has the technical advantage that the second vehicle does not need to have any knowledge of an exact infrastructure or dimensions of the parking position, for example.
  • the second vehicle can advantageously be parked efficiently in this way.
  • the second vehicle does not necessarily have to have a technically complex parking assistant with a wide range of functions. Because how exactly the second vehicle should get to the target position, in order to park there and finally to park there, is given to the second vehicle. The second vehicle therefore no longer has to determine the corresponding target parking trajectory for itself.
  • the target position is a parking position at which the second vehicle is to park, or one
  • the pick-up position is where a driver of the vehicle is to pick up the second vehicle.
  • this has the technical advantage that the second vehicle can efficiently reach its parking position.
  • An automatic parking process a so-called automatic valet parking, can thus be carried out in an advantageous manner.
  • the second vehicle can thus move from its parking position to its pick-up position. This in particular in an efficient manner.
  • the pick-up position is, for example, a drop-off position at which a driver of a vehicle can park his vehicle for an autonomous parking process and from there can pick up his vehicle again at a later point in time.
  • a parking position within the meaning of the present invention is a position at which a vehicle is to park autonomously.
  • the parking position and the pick-up position are provided as target positions, so that the second vehicle follows the lead vehicle to the parking position and parks there, the parked vehicle being parked out of the parking position at a later time and the lead vehicle or a Another lead vehicle follows to the pick-up position and parks there.
  • the autonomous travel of the second vehicle from the parking position to the pick-up position is analogous to the autonomous travel of the second vehicle to the parking position.
  • the same guide vehicle is provided that has already guided the second vehicle to the parking position.
  • a further guide vehicle is provided for this purpose, which is the second vehicle analogously to the guide vehicle leads or guides from the parking position to the pick-up position.
  • navigation data are also transmitted here to this additional lead vehicle.
  • the other lead vehicle drives autonomously in the parking lot based on this navigation data.
  • the statements made accordingly in connection with the lead vehicle apply analogously to the other lead vehicle.
  • the second vehicle is picked up by its lead vehicle, i.e. the first vehicle, from the delivery position, so that the autonomous drive of the second vehicle leads from the delivery position to the parking position by following the lead vehicle.
  • the vehicles each have an environment sensor system.
  • An environment sensor system in the sense of the present invention comprises in particular one or more of the following environment sensors: radar sensor, lidar sensor, ultrasonic sensor, laser sensor and video sensor.
  • the communication network comprises a WLAN network and / or a cellular network.
  • communication via the communication network is encrypted.
  • the device comprises a monitoring system external to the vehicle for monitoring at least parts, in particular the entire journey, of at least one of the two vehicles, in particular both vehicles.
  • ACC Automatic Cruise Control
  • adaptive cruise control adaptive cruise control
  • the second vehicle has at least one of the following driver assistance systems: ACC, object recognition assistants, lane recognition assistants. Using these driver assistance systems, it is particularly easy to follow.
  • the assignment includes a sensor-based detection of the lead vehicle by means of the second vehicle, this in particular by means of an environment sensor system, at a predetermined position.
  • the lead vehicle can stand in front of the second vehicle at a delivery position. That is, when the second vehicle is at the delivery position and senses a vehicle that is in front of the second vehicle, the second vehicle knows that it should follow the first vehicle.
  • an assignment can include that the first vehicle detects a vehicle by sensors, this in particular by means of an environment sensor system, which is located behind the first vehicle at a delivery position. In such a case, the first vehicle then knows that it should lead the second vehicle as the lead vehicle.
  • an assignment can comprise a C2C communication.
  • C2C communication stands for car-to-car communication and describes communication between vehicles. This means that the vehicles communicate with each other to make it clear which vehicle should follow whom.
  • C2X communication stands for car-to-infrastructure communication and describes communication between a fixed infrastructure and a vehicle. This means that, analogously to C2C communication, the infrastructure, for example a parking space management server, in particular the device for operating several vehicles, performs the assignment.
  • the infrastructure for example a parking space management server, in particular the device for operating several vehicles, performs the assignment.
  • the infrastructure notifies the second vehicle, for example, that it should follow the first vehicle.
  • the infrastructure tells the first vehicle that it should pilot or guide the second vehicle.
  • the lead vehicle In principle, however, it is not necessary for the lead vehicle to know that it is a lead vehicle, i.e. that it has a management task.
  • the first vehicle generally only has to wait, for example, until the second vehicle and in particular the infrastructure are ready and the infrastructure gives a start signal to start the journey, a go signal, so to speak.
  • the first vehicle is stopped at the target position of the second vehicle by means of the infrastructure.
  • second vehicles are provided, that is to say several following vehicles, that is to say several vehicles that follow the first vehicle. Provision is preferably made here for the multiple vehicles to follow in a column behind the first vehicle.
  • the explanations for a following vehicle apply analogously to several vehicles.
  • Each vehicle has its own target position assigned.
  • the infrastructure for example a parking space management server, in particular the device for operating several vehicles, monitors the journey of the vehicles and, for example, shares one of the following vehicles when it reaches it Target position that it should stop and / or park here. So a C2X communication.
  • a corresponding stop or stop signal can be communicated from the leading vehicle to the following vehicle, which is to stop and / or park. So a C2C communication.
  • the second vehicles in the column are sorted from the beginning, that is to say they have a predetermined sequence, so that the last following vehicle has been assigned the first parking position so that the others can continue.
  • the sequence of the second vehicles and the corresponding target positions are coordinated or coordinated with one another in such a way that the last vehicle following in the procession should always stop and / or park at the next target position.
  • an assignment signal is sent via the communication network to the first and / or to the second vehicle that the first vehicle is the lead vehicle and / or the second vehicle is the following vehicle.
  • navigation data for an autonomous journey are sent to a first vehicle.
  • These navigation data include in particular Data that enables the first vehicle to navigate or drive autonomously in the parking lot.
  • navigation data thus includes, for example, map data from a digital map of the parking lot, position data of mobile and / or stationary objects located on or within the parking lot, data on a target trajectory to be traveled.
  • the first vehicle is assigned to a second vehicle as a lead vehicle.
  • the lead vehicle is therefore a pilot for the second vehicle that guides or guides the second vehicle.
  • a target signal is sent to the second vehicle via the communication network that the second vehicle should stop following and park in a target position.
  • the second vehicle stops following and preferably parks in the target position.
  • the lead vehicle preferably continues to drive.
  • the second vehicle can autonomously reach its target position in the parking lot.
  • the second vehicle itself does not have to have any knowledge of the parking space itself. It is enough if it follows the lead vehicle, i.e. orientates itself on it.
  • FIG. 4 shows a parking system 301 for vehicles, the parking system 301 being a parking space 303 and the device 201 of FIG Fig. 2 includes.
  • the invention therefore includes in particular the idea of providing a technical and efficient concept based on which fully automatic (autonomous) valet parking, i.e. an autonomous parking process, is carried out for AVP vehicles of the first generation with the aid of AVP vehicles of the second and third generation can be.
  • the core idea according to the invention is in particular that the AVP vehicles of the second or third generation, i.e. vehicles that can navigate or drive autonomously in a parking lot based on navigation data, do not have to be remotely controlled, for example based on a highly accurate parking space map, as a guide vehicle for Vehicles of the first generation, so in particular remote-controlled vehicles, so vehicles that are remotely controlled, are used.
  • the first generation AVP vehicles are no longer remotely controlled, for example, by a parking space management system using trajectory parts to be driven. Rather, these vehicles are assigned a lead vehicle of the second or third generation of AVP vehicles. The vehicles of the first generation thus follow the vehicle of the second or third generation.
  • ACC Automatic Cruise Control
  • adaptive cruise control adaptive cruise control
  • a parking position for the first vehicle i.e. the lead vehicle, i.e. in particular the AVP vehicle of the second or third generation
  • the target position of the second vehicle is first approached in order to only then drive to the parking position of the lead vehicle.
  • the second vehicle receives a target signal or receives a stop signal.
  • the second vehicle thus advantageously has the information that it is in front of the parking position assigned to it.
  • the second vehicle parks autonomously, ie independently, at the parking position assigned to it.
  • the second vehicle executes or carries out this parking process, in particular with the parking functions available in the second vehicle, for example a parking assistant, and / or receives the necessary parking trajectory from a parking garage management system via the communication network.
  • the maneuvering out of the parking space and the way back to the pick-up position which can for example be the same as a drop-off position or acceptance position or acceptance point, are carried out analogously.
  • the second vehicle for example based on its parking assistant, autonomously pulls out of the parking space and / or receives the necessary pull-out trajectory from the parking garage management system.
  • the lead vehicle or the further lead vehicle then guides or guides the second vehicle to the delivery position / acceptance position or generally the pick-up position.
  • the entire process is monitored. This in particular by means of a monitoring system external to the vehicle, which can be included, for example, in a parking space management system.
  • the device can be comprised of such a parking lot management system for managing or operating a parking lot.
  • the process includes, in particular, a respective journey of the first and the second vehicle.
  • Advantages according to the invention are particularly to be seen in the fact that by driving the second vehicle, in particular an AVP vehicle of the first generation, by a lead vehicle, so in particular an AVP vehicle of the second or third generation, the second vehicle is relatively easy and without significant Additional systems can be guided to the target position.
  • a parking space management system has to take on fewer tasks with regard to guiding the second vehicle to its target position.
  • the device for operating a plurality of vehicles is set up or designed to carry out or execute the method for operating a plurality of vehicles.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Optics & Photonics (AREA)
  • Electromagnetism (AREA)
  • Traffic Control Systems (AREA)

Claims (17)

  1. Procédé de fonctionnement d'une pluralité de véhicules,
    - des données de navigation destinées à la navigation autonome du premier véhicule dans un parc de stationnement étant envoyées (101) à un premier véhicule par le biais d'un réseau de communication,
    - le premier véhicule étant affecté (103) au deuxième véhicule comme véhicule de guidage que le deuxième véhicule doit suivre de manière autonome au moyen de ses systèmes d'aide à la conduite,
    - tandis que le deuxième véhicule suit de manière autonome le véhicule de guidage pendant la navigation autonome du véhicule de guidage dans le parc de stationnement, un signal cible étant envoyé (105) au deuxième véhicule par le biais du réseau de communication, lequel signal a pour effet que le deuxième véhicule s'arrête de suivre et se gare dans une position cible.
  2. Procédé selon la revendication 1, les données de navigation comprenant la position cible et une instruction selon laquelle le véhicule de guidage doit dépasser la position cible pendant sa navigation autonome.
  3. Procédé selon la revendication 1 ou 2, la conduite d'au moins un des deux véhicules étant au moins partiellement surveillée au moyen d'un système de surveillance externe au véhicule.
  4. Procédé selon la revendication 3, le système de surveillance surveillant si le deuxième véhicule suit sans erreur le véhicule de guidage.
  5. Procédé selon la revendication 3 ou 4, le système de surveillance surveillant si d'autres objets dans le parc de stationnement interfèrent avec la conduite.
  6. Procédé selon l'une des revendications 3 à 5, le système de surveillance surveillant si le véhicule de guidage est conduit en direction de la position cible.
  7. Procédé selon l'une des revendications précédentes, une trajectoire de stationnement de consigne étant transmise par le biais du réseau de communication au deuxième véhicule destiné à se garer à la position cible de sorte que le deuxième véhicule puisse se garer à la position cible sur la base de la trajectoire de stationnement de consigne.
  8. Procédé selon l'une des revendications précédentes, la position cible étant une position de stationnement où le deuxième véhicule doit se garer, ou est une position de prise en charge où un conducteur du véhicule doit prendre le deuxième véhicule.
  9. Procédé selon la revendication 8, la position de stationnement et la position de prise en charge étant prévues comme positions cibles de sorte que le deuxième véhicule suit le véhicule de guidage jusqu'à la position de stationnement où il se gare, le véhicule quittant la position de stationnement à un instant ultérieur et suivant le véhicule de guidage ou un autre véhicule de guidage en direction de la position de prise en charge où il se gare.
  10. Procédé selon l'une des revendications précédentes, une pluralité de deuxièmes véhicules étant prévus qui suivent le premier véhicule en colonne pour être guidés en direction de leurs positions cibles respectives.
  11. Procédé selon la revendication 10, une succession de deuxièmes véhicules et leurs positions cibles correspondantes étant coordonnées les unes aux autres dans la colonne de manière à ce que le dernier deuxième véhicule de la colonne doive toujours s'arrêter et/ou se garer à la prochaine position cible.
  12. Procédé selon l'une des revendications précédentes, un signal d'affectation étant envoyé par le biais du réseau de communication au premier et/ou au deuxième véhicule, signal selon lequel le premier véhicule est le véhicule de guidage et/ou le deuxième véhicule est le véhicule suivant.
  13. Procédé selon l'une des revendications précédentes, l'affectation comprenant une détection sensorielle du véhicule de guidage au moyen du deuxième véhicule à une position prédéterminée pour que le deuxième véhicule reconnaisse que le véhicule détecté est le véhicule de guidage.
  14. Procédé selon la revendication 13, la position prédéterminée étant une position de livraison de sorte que le deuxième véhicule situé à la position de livraison reconnaisse un véhicule détecté comme véhicule de guidage lorsqu'il est devant le deuxième véhicule.
  15. Dispositif (201) de fonctionnement d'une pluralité de véhicules, le dispositif comprenant :
    - un processeur (203) destiné à déterminer des données de navigation destinées à la navigation autonome d'un premier véhicule dans un parc de stationnement,
    - une interface de communication (205) destinée à envoyer les données de navigation par le biais d'un réseau de communication au premier véhicule pour une navigation autonome du véhicule de guidage dans le parc de stationnement de sorte que le véhicule de guidage puisse naviguer de manière autonome dans le parc de stationnement sur la base des données de navigation,
    - le processeur (203) étant en outre conçu pour déterminer un signal d'affectation destiné à affecter le premier véhicule à un deuxième véhicule comme véhicule de guidage du deuxième véhicule que ce dernier doit suivre de manière autonome au moyen de ses systèmes d'aide à la conduite,
    - l'interface de communication (205) étant en outre conçue pour envoyer le signal d'affectation au deuxième véhicule par le biais du réseau de communication de sorte que le premier véhicule puisse être affecté au deuxième véhicule comme véhicule de guidage que le premier véhicule doit suivre de manière autonome,
    - le processeur (203) étant en outre conçu pour déterminer un signal cible pour le deuxième véhicule suivant de manière autonome le véhicule de guidage, lequel signal a pour effet que le deuxième véhicule s'arrête de suivre et se gare à une position cible,
    - l'interface de communication (205) étant conçue pour envoyer le signal cible au deuxième véhicule par le biais du réseau de communication.
  16. Système de stationnement (303) destiné à des véhicules, ledit système comprenant un parc de stationnement (305) et le dispositif selon la revendication 15.
  17. Logiciel, comprenant un code de programme destiné à mettre en œuvre le procédé selon l'une des revendications 1 à 14, lorsque le logiciel est exécuté sur un ordinateur.
EP15787169.0A 2014-11-26 2015-10-22 Procédé et dispositif permettant de faire fonctionner plusieurs véhicules Active EP3224100B1 (fr)

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PCT/EP2015/074481 WO2016083034A1 (fr) 2014-11-26 2015-10-22 Procédé et dispositif permettant de faire fonctionner plusieurs véhicules

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US20170327151A1 (en) 2017-11-16
EP3224100A1 (fr) 2017-10-04
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CN107003673B (zh) 2021-04-30
US10363961B2 (en) 2019-07-30
CN107003673A (zh) 2017-08-01

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